Electropneumatic brake apparatus



Nov. 20, 1951 c. M. HINESV ETAL 2,575,958

ELECTROPNEUMATIC BRAKE APPARATUS Filed May 18, 1949 3 Sheets-Sheet l INVENTQRS' Claude M HUI/Q8 BY 'walter B. Kirk ZMM A TiTORNE Y Nov. 20, 1951 c. M. HINES ET AL ELECTROPNEUMATIC BRAKE APPARATUS 3 Sheets-Sheet 2 Filed May 18, 1949 INVENTOIgS' Claude M Hume's (Halter B. Kirk ATTORNEY Nov. 20, 1951 c. M. HINES ET AL 2,575,958

' ELECTRQPNEUMATIC BRAKE APPARATUS Filed May 18, 1949 3 Sheets$heet 5 IigZ) Full Service R unnlng L 111 4 INVENTQRS Claude M Hines BY ublier B. Iiirk 4 T @RNE Y Patented Nov. 20, 1951 UNITED STATES PATENT OFFICE ELECTROPNEUMATIC BRAKE APPARATUS Claude M. Hines, Verona, and Walter B. Kirk,

East McKeesport,-Pa., assignors to Westinghouse Air Brake Company, a .corporationof Pennsylvania Application" May'18, 1949, Serial N 0." 93,862

control handle into a service brake application zone is adapted to energize a dynamic brake train wire for, on each car of a train, setting up circuits to cause the car motors to act as generators for effecting simultaneously dynamic braking of all cars of the train. In the service brake application zone a master. switchdeviceis also caused to eifect, over anapplication strain wire, first simultaneous energization of application magnets, one on each car, to supplynfluid under pressure to a straight. air pipe extending through the train and thendeenergization .of said magnets when suchpressure is increased to .a

degree corresponding to the position of the brake valve handle in the service zone. When dynamic brakes are effective, means on each car including a lock-out magnet controlled from the respective dynamic brake circuit is operative to prevent pneumatic braking of the ca-r in response to pressure of fluid provided in the straight: alr pipe, except in case the pressure inv thefstraight air pipe is increased above a certain degree atwh-ich time, by operation of an inshot means, a straight air pneumatic application of brakes will occur to a degree corresponding to the increase in straight air pipe pressure above said certain degree. The straight air. pipe pressure will be increased above the certain degree just mentioned only. ifthe dynamic brake alone will not provide a desired rate of deceleration of the car, as may occur if the car is carrying a greater than normal load.

The equipment further comprises abrake pipe adapted to be connected through the train and an emergency valve device on each car connected to said brake pipe, .In a train the emergency valve devices are adapted to operate in response to an emergency reduction in brake pipe pressure, serially from car to car from thepoint of initiating such reduction, to efiect an emergency application of brakes on the cars. valve device has an emergency position for initiating such reduction in brake pipe pressure and for also deenergizing the dynamic brakewire to render ineffective the dynamic brakes onall cars of the train, since, except under the abnormal The brake L 8 Claims. (Cl. 303*3) condition'above mentionedit is undesirable to haveboth the dynamic and pneumatic brakes effective on the'car atthe same time because damaging, sliding of car wheels .might occur. The equipment further comprises a safetyahandle device fora motor controllena trip cock and a conductors valve device any one of which may be operated to. initiate an emergency reduction in brake pipepressure and thereby an emergency application of brakes throughout the train.

Still further, the equipment comprises an emergency contactor device. controlled by pressure otfiuid in thebrakepipe, for, when the :brakepipezis charged, :connecting the dynamic brake means to "the dynamic :brake train wire and adaptedto operate in response to an emergency reduction in brake pipe pressureto disconnect the dynamic brake means from the dynamic brake. wire to render said. dynamic brake means ineffective. and to at the same time connect the application train wire to a source of electric cur- ;rentnot controlled by themaster switch, whereby in autra'in all the application magnets will be simultaneously energized and remain so. with the .Ibrake pipe-vented. Thisenergization of all or the application magnets of the train will open the straight :air pipe. throughout the train to a source of fluid under pressure on each car, asa

:result of which, the pressure in the straight air pipe on all cars will be simultaneously increased to source pressure :and the inshot means on each :carwill, if the dynamic brake on the car is .still effective, permit, in addition, a partial straight air pneumatic application of-brakes which is undesirable from the standpoint of a possibility of slipping of the car wheel. .Now it willbe seen ."that if, in a train, .the operator's control'device is in the service application zone causing .the dynamic brakes on all cars to be effective and also causing the straightair pipe through the train to be charged with fluid .under pressure under control er the master switch device, whichhowever, ls prevented from causing a straight air application of brakes .due

.to. operation :of 1the lock-out magnet on each :car, and an emergency reduction in brake pipe pressure is initiated by-operation of any means other than the brake-valve device, as for example, a trip valve'device or aconductor's valve device, the emergency valve device closest to the point where the emergency reduction "in "brake pipe pressure is initiated will respond thereto and causeoperation of the nextemergency valveidevice and on serially through the whole train. The emergency contactors on ously energized to effect an increase in pressure in the straight air pipe throughout the whole train to that of the sourceof pressure on each car. If the straight air pipe pressure onafl car is thus built up to source pressure before the emergency contactor on that car operates to render the respective dynamic brake ineffective, I

alis'ias said car will become braked by both the dynamic and fluid pressure to a degree corresponding to the increase in straight air pipe pressure over the setting of the respective inshot means with-,the undesired possibility'of sliding the wheels on said car, particularly if the'car is empty or only slightly loaded. More specifically, assuming. that the reduction in brake pipe pressure isinitiated at thefirst car ofa train, the emergency valve devices will operate serially from .car to. car through ,the train beginning at the first car and ending with the last, and the emergency contactors will substantially instantaneously follow theemergency valve devices, whereby the dynamic brakes will be rendered ineifective from car to car on the train serially, but the first emergency contactor to operate will cause energization of all application magnets in the trainsimultaneously. Thus, while at the point in the train where the emergency reduction in brake pipe pressure is initiated, the dynamic brake may be rendered ineffective before the pneumatic brake on the "car can become effective, this is not true at a 'point remote in the train since the simultaneous energization of all applicationmagnets in the j-train will cause an electro pneumatic straight air application of brakes at theremote point ahead of operation of the emergency valve device and emergency contactor at that point, hence the car at that pointwill be braked both pneumatically and dynamically. Such undesired dual braking may occur on a large number of cars in the train and to 'a grea'ter andlonger degree the furtherthe cars are from the point where {the emergency reduction'in brak'e'pipe pressure is initiated. T

' The principal object of the invention is therefore to provide an improved brake equipment in '-wh ich"such' dualbraking is positively prevented "under the above condition and'we obtain this "object; by the provision of improvements which lcauses the application magnetsjin' the train to be energized serially from car to'car along with the serial operation of the emergency valve'deyicesandemergency contactors on therespec'tive "cars.

I In order'tostop a train in an emergency it is ;pressed' airfromanother car or cars in the train jjto'accol nplisli such release, as fullydescribed in Figs. 1 and 31' 4. the copending application referred to above. According to the invention we retain this desirable feature by energizing the application magnets in emergency yet avoiding the possibility of sliding car wheels incident to such energization, as above described.

Otherobjects and advantages will become apparentfrom the followingmore detailed description of the invention.

In the accompanying drawings; Figs. 1, 2 and 3, when arranged with the right hand edges of Figs. 1 and 2 matched to the left hand edges of Figs. 2, and 3, respectively, is a diagrammatic View,

partly in section and partly in outline, of a car brake equipment embodying the invention; and Fig. 4 is adevelopment view of switch and valve portions of an operator's brake valve device shown Description I following description of said equipment will be limited to only such detail as necessary to clearly bring out the invention.

As shown in Figs. 1 and 3 ofthedrawings, the reference numeral I designates automatic car and air couplers of the usual type such as employed at each of the opposite'ends of subway cars, for automatically connecting together adjacent ends of two cars and for at the same time automatically establishing through the couplers fluid pressure communications between pipes on the connected cars, such as a brake pipe 2 anda straight air pipe 3, in the present instance. Reference numeral 4 designates electric train wire connectors carried by the couplers l for automatically connecting train wires on one car to corresponding train wires on another car upon coupling of couplers between the cars, the wires involved in the present instancebeing a brake application wire 5, a brake release wire 6,. I, adynamicbrake wire 8 and an electric su'pply'wire 9. On each car the, supply wire 9 may be connected with one pole of an electric battery I0, the other pole of which may be grounded. v 7

Reference numerals ll," l2, I3 and I4 designate electric driving motors for the car and numerals l5 and I6 designate identical 'motor' controller handle devices,- one at either end of the car, of the usual well-known safety type for controlling well-known means (not shown) to regulate supply of electric power to and thereby operation of said motors to propel the 'car. The motors H to I4 are also adapted to act as generators to Iconductors valve devices 2| alsoadapted to be locatednear opposite ends of the car, a source of fluid under pressure such as in a main reservoir 22 adapted to be charged by a compressor (not shown) on thecar, and a brake supply reservoir 23. The brake, equipment further comprises two automatic closing trip valve devices 24 located at'opposite ends of the car and each of which is arrests h iii QIZQEQ WX P l Y lXt Vi9 r is 1d. passaeeg the lo kout vs: device iii-en th i ho al ede: I pon deenergization otmagnet 8 0 a pri 8 adapted to close yalve M49 5, cu i o Supply e n u unde e r as age 1 L i. The releasemagnet valyedevice 3cornprise magnet 83 which isfoper-ative' upon energization t ope a valve 4c on e in e stra e teir pipe; passage 11 ltO an atmospheric vent port 15 iq tre c esine. u d under u v ro sa d we? sage d her b tf q e: tra air tri e}, Upon deenergization of magnet 83 afspringBIi is adapted to close valve--84. j ;The inshot valve means comprises a selfla ni ere r c evicetfll n rma lq ne' 39mmuniea'tion between passages TI and I8 and adapted to operate upon depression. of a, control le ent qs ppl d from ef me ee, sage to the latter at a pressure substantially pro; portional to the degree, of such depression from a normal position in which it isshown in the drawing. Theinshot valve device further com prisesa flexible diaphragm 89 having a connee tion at one side with the element 88 and also subject on said one side to pressure of a precom pressed spring 96. At the opposite side of diaph e m ifi is a h mb 9 o en, th s rai h airpipepassagel'l in the bracket 30. Upon supe ply of fiuid topassagef" and thence to diaphragm chamberSL-the Spring90 is adapted to prevent def lectionof diaphragm 89 and thereby movement of thecontrol element 38 from their normal positions fin'which they are shown in the drawing, until the pressure of fluidin said passage and chamber is increased to a ch0sen degreasuch as thirty five pounds, whereupon said diaphragm will deflect in proportion to further increase in such pressure for actuatingthe self-lapping valve device 81 to provide fluid from passage 11 in passage 'l8 at a pressure corresponding to such'deflgptiom i a j, V: The emergency cont'actor 27, comprises a piston 92 subjecton one side in;a chamber 93 to pres sure of fluid in brake pipe 2 andsubject on'the opposite sideto pressure of a spring 94. When theiirake pipe issubstantially fully eharged, the piston 92 isadapted to be moved against the spring 94' to a normal position in which it' is shown in the drawing 'and when at a lower de; gree said spring is adapted to movesaid piston toaloweror emergency position. Thepiston 92 is. arranged to control through a medium of a rod 95 four movable electrical contacts 95, 91, 9B and 9 9.

;Withthe piston 92 moved against spring 94 thecontact 99 is adapted to connect a wire I00 from one terminal of the application magnet Q9 tothefapplication train wire andfwhen the piston 92 is in its lower position, the contact 99 is adapted to disconnect the application magnet .80 from the train wire 5 and connect same to a wire IO I whichwill be connected to any suitable source of electrical energy on the carsuch as the battery or train wire 8. V The contact 98 is adapted .toconnect a wire Hi2 from the release magnet 8}} to the release magnet wire I extendingto one end ofthe car while the contact 91 is adapted to connect the wire I to the wire 6 leading to the opposite end of. the car when the piston 92 is operated by brake pipe pressure, and to break such connections whensaid pistonis operated by spring 94 upo'n'lthe brake pipe being vented, When the wires 6', I are connected together, as firs esc b d he a: "Wire? i eth ic ri iieis n ti gihe s v iem ghre s ttfa lnc i t a s I h n thanisi n is ne ate 192 P 2 1 e 2 12;: r s rea t9 break .t ico e q c w n 99: r ed ashing?!- 1 a 1; s

The wire I03 is onnected tohone terminalfof a coilof the loclgout relay device 29 the other mi a 9f rw i re munqei, n n r ize tion of the coil ef the lockout relayfde'vice afc 11; as; 0 a thereof s adapted, to iectricallygconi-l se ure d lo a ajyt e.br ke res t r I w a re! l m t m nal f he ma net "of thedockou magnet valve device 31', The other terminal the7magn'et' 14' is n'ec'tedtda wireloa; j v The dynamic, brake resistor, l'l co inprises'ar sistaiice and a 'rheostat arm" TI fl'l'j adapted to he ad-1 justd' 'acrbss'sa'id resistance and eomieeteu t WireYQ'IIIBQ 'The two wires "I04 and"'I D8" are, for the, purpose crimistrat'mg a simpienyriami brake circuit," connected across the v propulsion motors II to I4 'in suc amannr' thatwitlic'oii tact wmdrtheiockout relay device 29 electri cany connecting" resistor I1 to w re "majsaie motors will act as generators" to provide brakingofthe'c'a'r. v The dgree'of sucnqynaane lorakirig'is adapted to be vari'edbyv adjustmento'f "the rheostat': ai'fii 1'01 across the resistor i I,-'|;;arid magnetg'm or the lookout magnet valve'dvicef3 1 beingeorme e'd inseiies with Said resistor'is adaptditob 1'1- gized by current generated by said *metersw en the'cargi o rating above afc hosfen speedj such 1'10" pi When 'thecarspfeed is'ilessthan 10 m. p; 'h,, magnet "14 of the lockout magnet valvedevic'e 31 is adapted to bedeenerfgizjedv The dynamic 'brakeactuator 28 is provide'd'for' operating 'th'e'fa'rm IIJ'I across the'resi'stor I'I to in" construction and operation in 'view of which only' one is shown in the drawing in section and will now .bebriefly described.

Each of"the"brake'valve'devices 20 comprises a casing embodying ani ele'ctric contact portion IfI'I; and "a pneumatic portion- I I 2 arranged one abovethe other and through both of which ex tends 'an joperating shaft II 3 "connected at one end "outside ofjthe casingto a removable opera torsc'ontrol handle 4' having release, running, full'service',emergency and handle-off positions arrangedin the order I named for counter clockwisejrecatica offth'e' handle, as sh'owniin the ole velopmentvivv in Fig.4"of the drawing, the space betweenthe running and full service positions constituting a service "brake application; zone; Connected to the electric'portion I II are thejba'ta tery wire 9, the dynani'ic brake wire 8, and a third wire ll5 "leading to' Qmaster switch'devic'e IIBconstituting a portieno'f the pneumatic por tionjof'thebra'ke' valve device. I The electric portion lvlllcom'prises a movablecontact I ll (Fig. 4) adapted in all positions of the handle I I3 except handle ofii position to" connect the battery' wire 9 to th'ewire Il5jand' thus'to the master switch device I 'I 6. The: electric portion further I com V 'p'ris s'a contactill'tl arranged to connect'through amass the dynamic brake wire 8 through a zone of movement of the handle H4 extending substantially from running position to substantially midway between the full service and emergency positions whereby in this zone of movement of the handle Hi, the lockout relay device 29 will electrically connect wire I05 to the braking resistor I! for effecting dynamic braking of the car and energization of magnet I4 of the lockout magnet valve device 31 with the speed of the car in excess of the chosen degree above mentioned.

The master switch device I I6 comprises a flexible diaphragm H9 at one side of which is a chamber I open through a passage I2I to the straight air pipe 3. At the opposite side of the diaphragm H9 is a control chamber I-22 con-' nected to a passage I23 leading to a selflapping fluid pressure control valve device I24. The

master switch device Hi3 further comprises a movable electric contact l25 to which the wire H5 is connected and two resilient contacts I26 and I2'I arranged one on either side of the movable contact I23 and connected, respectively, to the release wire 6, I and application train wire 5. The movable contact I25 is operably connected by a stem I28 to the diaphragm H9 for movement therewith. Upon supply of fluid to chamber I22 at a pressure in excess of that acting in chamber I20 the diaphragm H9 will move contact I25 into engagement with contact I2'I for electrically connecting wire II5 to the application train wire 5 whereby with the emergency contactor 21 operated by. brake pipe pressure the application magnet 80 will be connected to i said train wire and thereby energized for supplying fluid under pressure to passage 11 and to the straight air pipe 3. Fluid pressure thus supplied to the straight air pipe 3 will become effective in diaphragm chamber I20- of the master switch device IIB to oppose the control pressure in chamber I22 and when the pressure .of fluid in chamber I23 becomes increased to a degree substantially equal to that in chamber I22 the diaphragm H9 will deflect and move the movable contact I25 to a position out of contact with both of the contacts I26 and I2'I. The wire I I5 will thereby be disconnected from the application train wire 5 and the application magnet 80 will be deenergized to cut off supply of fluid under pressure to the straight air pipe 3 to theree by limit the pressure of fluid obtained in the straight air pipe by operation of the application magnet valve device to a degree corresponding to that acting in chamber I22 of the master switch device H6. Upon a reduction in pressure of fluid in chamber I22 the pressure of fluid from the straight air pipe acting in chamber I20 will actuate diaphragm H8 to move contact I25 into engagement with contact I26 for, with the brake pipe contactor 21 operated by pressure of fluid in brake pipe 2, effecting energization of magnet 83 of the release magnet valve device for releasing fluid under pressure from the straight air pipe 3 and thereby from chamber I20 in the master switch device I I6. When thepressure of fluid in chamber I20 is thus reduced to a degree slightly lower than that efiective in chamber I22, the diaphragm H8 will be operated to move contact I25 out of engagement with contact I 26 for effecting deenergizationof the release magnet 83 and thereby closure of the valve 84 for preventing further release of fluid under pressure from the straight air pipe 3 to thereby limit the pressure of fluid in said pipe in accordance with the reduction in pressure in diaphragm chamber I22. in the master switch device H5. of fluid under pressure the contact I25 will remain in engagement with contact I26 to thereby retain the magnet 83 of the release magnet valve device 35 energized and the valve 84 open for effecting a complete release of fluid under pressure from the straight air pipe 3.

The pressure of control fluid in diaphragm chamber I22 is arranged to be controlled by the operators handle I I4 through the medium of the self-lapping fluid pressure control valve device I24. The device I24 may be of any conventional type adapted in a normal position of a control plunger I29- to open passage I23 and thereby diaphragm chamber. I22 to atmosphere, and operative to supply fluid to said passage and chamber at a pressure proportional to displacement of said plunger from said normal. position in the direction of the left hand. A cam I30 mounted on the shaft H3 is provided for displacing the plunger I29 from its normal position in the direction of the left hand upon movement of the operators control handle I I4,and in substantial proportion to the extent of such movement, from the running position toward the full service position, whereby upon adjustment of said handle to any position in said zone fluid will be provided in the straight air pipe 3 at a pressure substantially proportional to the extent of movement of said handle from the running position. In running position the straight air pipe 3 will be open to atmosphere.

The brake valve device 20 further comprises a brake pipe charging or emergency application release valve I3I adapted to be open by a cam I32 on shaft H3 only in the full service position of the operators control handle H4 for establishing a communication between the feed valve pipe 3| and the brake pipe 2 for charging the latter pipe with fluid under pressure from the former pipe to move the emergency valve device 38 to its normal release position above described. The brake valve device further comprises an emergency valve I33 and a cam I34 on the shaft I I3 arranged to open said valve only in the emergency position of handle H3 for establishing communication between the brake pipe 2 and atmosphere py way of a passage I35 for effecting an emergency reduction in pressure in said brake pipe and thereby operation of the emergency valve device 38 as above described.

The brake valve device further comprises a 5: brake pipevent valve I36 operative upon release of fluid under pressure from a chamber I31 at one side to establish a communication from the brake pipe 2 to atmosphere by way of a passage I38 for also effecting an emergency reduction in pressure in said brake pipe. The chamber I3! is normally charged with fluid under pressure from the brake pipe by. way of a port I39 through said vent valve connecting said chamber at one side of the vent valve to the brake pipe acting on the oppostie side. The conductors valve device 2| at the respective end of the car is connected to chamber I31 for operation by a conductor or passenger on the car for venting fluid under pressure from said chamber. The chamber I31 is also adapted to be normally open past a suppression valve I40. to a passage I4I leading to the motor controller handle device I5 at the same end of the car. The handle device I5 com prises a valve I42 for establishing communication between the passage HI and a vent port I43 Ifv chamber I22 is completely void I1 for releasing fluid under pressure from chamber I31 to effect operation of the vent valve I36. I The device I further comprises the usual depressible handle I44 arranged to be operated by a spring I45 upon release of manual pressure to actuate a lever I46 to open the valve I42. Normally the handle I44 is held depressed to permit closure of valve MI by a spring I41. At the noncontrolling end of the car the brake valve device 2I1 isadapted to be in the handle-ofl position i with handle' I4 removed. In this position of the brake valve device all electrical connections in portion IIIare broken and all valves closed to avoidlinterferen-ce with control of brakes by the brake valve device at the control end of the 1 o n Operation p In operation. let it be assumed that the brake valve device- 29 at the right-hand end of the equipment, as viewed in the drawing; is in handle- 'ofi 'position providing for control of brakes by the other brake valve 'deVicey Let it further be assumed'that the main reservoir 22 is charged with fluid under pressure and that by Wayof the emerge'ncy applicationrelease valve I3I open only in the full service position of the operators control handle" II4, as Willbe described in greater detail hereinafterjthe brake pipe 2 is alsocharged with fluid under pressure from the feed valve pipe 3I, as a result of which, the emergency'valve device 38 willbe in its'brake release position in which 'it is' shown in' the drawing and in which passage 48 connected to the lowerend ofthe double check valve device 42 is open 'to atmosphere through the main slide valve '55 of the emergency valve device. With the-brake pipe charged the emergency contactor 21 will be inthe position connecting'the application magnet-89 to the application train 'wire 5, also connecting the release magnet 83 to the release train wire 6, 1 and connecting the dynamic brake train wire 8 to the lockout'relay device29. v Q

- Let it be further assumedthat the brake valve handle II4 on' the brake valve device 29 is in either running or 'release'position' in which the emergency application release valve I 3| is closed disconnecting the brake pipe 2 from the feed valve pipe 3I- under which condition the brake pipe pressure will be maintained against leakage by supply from the feed valve device 32 through bracket passage 43 and cavity 60 in the main slide valve 55 of the emergency valve device 38, as rbeforec,mentioned.- Also in therelease and running position of the brake valve, handle II the dynamic brake train wire 8 will be discon- .-ne.cted from the battery supply wire 9 in the electric portion III of the brake valve device and .-the. self-lapping valve device I24 will be in the position opening chamber I22 in the master switch device I I-6 to atmosphere whereby the movable contact I25 in-saidswitch device will be :inlengag-ement with the release contact I26 connected to the, release train wire 8, 1 and out of engagement with'the application contact I21 connected to the applicationtrain wire 5. As a result, magnet 89 in the. application magnet valve device 34=.wi1l be deenergizedand the valve 8I closed, 'while-magnet83-of the release magnet valve device 35 will be energized and valve 84 open; With valve 84 open the straight air pipe 3 will be ventited to atmosphere as well as passage" in the bracket 30 and diaphragm chamber 9i in the ing shot valve device 36. With the lockout relay device-29 deenergized' the circuit through the lockbut magnet? will be bpen'fand the valve 15 therein unseated connecting passage 49 from the upper end of the double check valve device 42' to the vented passage 11 and thus to atmosphere. With'the passages 48 and 49 connected to opposite ends of the double check valve device 42 thus both connected to atmosphere, passage 41 and thereby passage 48 will also be vented to atmosphere either through the passage 48 or the passage 49. With passage 45 Vented to atmosphere the relay valve device 33 will open the brake cylinder device I9 to atmosphere whereby the pneumatic brakes on the car will be released, and the dynamic brake will be inefiective withthe brake valve handle in either its release or running position.

Now let it be assumed that it is desired to effeet a service application of brakes on the car. To accomplish this the brake valve handle II4 will be moved from running position into the zone between running and full service positions to a position corresponding'to' the degree of braking desired. The dynamic brake wire 8 will thereby be supplied with electric current for operating the lookout relay valve device 29 to close the dynamic brake circuit throughthe motors II to I4, the dynamic brake resistor I1 and the lookout magnet 13 for eflecting dynamic braking of the car. Also in this position of the brake valve handle II4, the self-lapping Valve device I24 will operate to supply fluid to the master switch device II6 at a pressure corresponding to the position of said handle, and said switch device will accordingly operate to efiectfirst energization and then deenergization of magnet 89 of the application magnet device 34 to provide fluid at a corresponding pressure in the straight air pipe 3. Fluid thus supplied to the straight air pipe 3 will flow to chamber I89 of the dynamic brake actuator 28 for moving the rheostat arm I01 relative to the resistor I1 for adjusting said resistance according to the pressure of such fluid to thereby provide dynamic braking on the car accordingly.

The lockout magnet 14 being energized with the dynamic brake efiecti ve above a certain speed of the car will close valve 16 and open valve 15 whereby fluid supplied to straight air pipe passage 11 in bracket 30 will be prevented from flowing past valve 16 to passage 49 leading to the upper end of the double check valve device 42. Fluid supplied to passage 11 will however become effective in chamber 9| in the inshot valve device 36. If the position of the brake valve handle I I4 is such that the pressure of fluid obtained in the straight air pipe 3 and in chamber 9I of the inshot valve device 36 is less than a chosen degree, such as 35 pounds, the self-lapping valve device 81 will however prevent flow of fluid under pressure from the passage 11 to passage 19 and thence to passage 48 past the open magnet valve 15 whereby the car will be braked only by the dynamic brake. If however, the load on the car is such as to require a greater degree of braking, as a result of which the handle I I4 will be moved further in the direction of full service position, the pressure of fluid in the straight air pipe 3 and thereby in diaphragm chamber 9! will be increased and effect displacement of the control element 88 from its normal position'in accordance with such increase and thereby actuate the selflapping valve device 81 to supply fluid from passage 11 to passage 18 at a pressure equal to the increase over the 35 pounds above mentioned. Fluid under pressure thus provided in passage 18 will flow pastthe open valve in the lockout magnet valve device 31 to passage 49 and one end of the double check valve device 42.. Passage 48 connected to the opposite end of the double check valve .device 42 being open to atmosphere at this time by way of the emergency valve device 38, said double check valve device will operate to establish communication between passages 49 and 4] whereupon fluid under pressure from passage 49 will flow to passage 41 and thence through the variable load valve device to passage 46 and to the relay valve device 33 whereby the relay valve device will be operated to supply fluid at a corresponding pressure to the brake cylinder de vice I9 for effecting an application of the. pneumatic brakes on the car at the same time as the dynamic brakes are effective in order to provide the desired retardation of the cart The car will thus be braked by the dynamic brake alone, or by the addition of fluid pressure provided in the brake cylinder device I9 and as limited by operation of the inshot valve device 36, until the speed of the car reduces to a chosen low degree at which time the output of the car motors II, I2, I3 and I 4 will become so reduced that spring 19 in the lookout magnet device 31 will unseat valve I6 and seat valve I5 to open the straight air pipe passage I1 to passage 49 whereby the pressure of fluid in the brake cylinder device I9 will be increased to that provided in the straight air pipe passage 11 and in the straight air pipe 3 to provide such braking of the car as required to bring the car to a stop after the effectiveness of the dynamic brake has become reduced to a negligible degree.

In order to release an application of brakes on the car effected in the manner just described the operator need only return thebrake valve handle II4 to either release or running position for effecting operation of the self-lapping valve device I24 to release fluid under pressure from diaphragm chamber I22 in the master switch device II6 for permitting operation of said switch device to efi'ect energization of the release magnet 83 and thereby release the fluid under pressure from the straight air pipe passage 11 and straight air pipe 3 and thereby from the relay valve device 33 by way ofthe variable. load valve device 40 and the double check valvedevice 42, whereupon said relay valve device will operate to release the fluid under pressure from the brake cylinder de-. vice I9 to release the pneumatic brake on the car. Also when the brake valve handle H4, is returned to its release or running position the dynamic brake wire 8 will be disconnected from the battery wire 9 whereby the lockout relay device 29 will operate to open the dynamic brake circuit above mentioned.

Now assume that with the brake valve handle H4 in the release or running position with the brakes on the vehicle released the operator desires to efiect an emergency application of the brakes. To accomplish this he will move the handle II4 to emergency position in which the dynamic brake wire 8 is not connected to the batterywire 9 so that the dynamic brake on the car remains ineffective under this condition. In emergency position of handle I I4 the emergency valve I33 is however opened for effecting a sudden, reduction of pressure in the brake pipe 2 for causing operation of the emergency valve device 38 to its emergency position for connecting passage 64 from the supply reservoir 23 through the port 65 and cavity 56 in the main emergency slide valve 55 to passage 48 leading to the lower end of the, double check valve device42. This operation of the emergency valve device 38, through operation of the vent valve 'II also effects a further sudden reduction in pressure in the brake pipe 2 at the emergency valve device for causing the emergency valve device on the next car of a train to operate in likemanner and thus serially through a train.

When the pressure of fluid in the brake pipe 2 is reduced as just described, the emergency contactor 21 will respond when the pressure becomes reduced to a chosen low degree to disconnect the dynamic brake lockout relay 29 on the car from the dynamic brake wire 8, to disconnect the release magnet 83 from the release train wire 6, I on the car whereby said magnet will be deenergized to permit closing of valve 84, and to disconnect wire IIlll from the application train wire 5 and connect it to wire IIlI which may be supe plied with current from the battery supply train wire 9, whereby magnet of the application magnet valve device 34 will be energized to open valve 8I. The valve BI will thus be maintained open as long as the emergency contactor 21 is in the position connecting wire I83 to wire IUI, as a result of which, fluid at feed valve pressure in the passage 43 will equalize into passage I1 and the straight air pipe 3. With the dynamic brake ineffective and the lockout magnet I4 as a consequence deenergized such fluid in passage 11 will become effective past the open valve I6 in the lookout magnet valve device 31 in the passage 43 leading to the upper end of the double check valve 42. The opposite end of the double check valve device 42 will thus be subjected to, respectively, pressure of fluid provided by the emergency valve device 38 and by energization of the application magnet valve device 34 and whichever pressure predominates will shift the double check valve to the position for opening passage 41 to the predominating pressure whereby such pressure will become effective in the brake cylinder relay valve device 33 to actuate same to supply fluid at a corresponding pressure to the brake cylinder device I9 to apply the pneumatic brakes on the vehicle which will bring the car to a stop, the dynamic brake being ineffective under this condition as hereinbefore described.

In order to release an emergency application of brakes effected as just described the brake valve handle I I4 will be moved to full service position to open the emergency application release valve I3I to permit supply of fiuid under pressure from the feed valve pipe 3| to the brake pipe 2 for in the first place, returning the emergency valve device 38 to its normal position in which it is shown in the drawing for disconnecting the fluid pressure supply passage 62 from passage 48 and for open ing the latter passage to atmosphere. The release of fluid under pressure from passage 48 and the lower end of the double check valve device 42 will not however, result at this time in release of fluid under pressure from the brake cylinder device. IB since the pressure of fluid is still effective in passage 49 at the opposite end of thedouble check valve device and thereby will become effective in passage 41, if not already effective, to hold the brake relay valve device 33 in the position for supplying fluid under pressure to the brake cylinder device I9. When the pressure of fluid in the brake pipe 2 subsequently becomes increased to a degree suflicient to actuate the piston 92 against spring 94 in the emergency contactor 21, said piston will operate contact 96 to reconnect the dynamic brake lockout relay 29 on the car to the dynamic brake train wire 8, and also the contact 98 to, reconnect ma net 83 of the to atmosphere.

release magnet valve device 35 to the release train wire 6, I, andthe contact 99"todisconnect wire I from wire II and reconnect wire I99 to the application train wire after which the brake valve handle II4 may be returned to its release or running position for operating the self-lapping valve device I24 to release fluid under pressure from chamber I 22 in themaster switch device I I6 whereby said switch device will operate to eflect energization of the release magnet 83 and thereby opening of valve 84 for releasing fluid under pressure from passage I1 and the straight air pipe 3 As fluid under pressure is thus released from passage 'I'I it will also be released from passage 49 through the deenergized lockout magnet valve device 31 whereupon fluid under pressure will be released from the brake cylinder relay valve device 33 by way of passages 43, 41 and 49, and said relay valve device will operate to effect release of fluid under pressure 'from the brake cylinder device I9 for releasing the 'pneu matic brakes on the car.

'It' is to be noted that when an emergency ap plication of brakes is effected on the car as above described that operation of the emergency contactor device 2'! in response to reduced pressure of fluid in brake pipe 2 disconnects the application magnet 80 from the master switch device IIS and connects it directly to a source of electric current separate from said switch device so that said magnet will remain energized to provide and maintain fluid in the straight air pipe 3 at the same pressur'e'as that supplied by the feed valve device to passage 43, and therefore in excess of that which would be permitted in the straight air pipe 3 if under'this condition, the application magnet valve device 34 were controlled by the master switch device II5. This is of importance in connection with the operation that is now to be described.

Now'let it be assumed that the brake valve handle I I4 is in the service application zone between running position and full service position causing the dynamic brake on the car to be efiective and providing in thestraightair pipe 3, through operation of the master switch device I I6 and the application magnet valve device 34, fluid at a pressure correspondingto the position of said handle, and that the inshot valve device 36 is either preventing an application of pneumatic brakes on the car or limiting such application as above described. Now let it be assumed that with the brake valve handle II4 still positioned between running and full service positions and with the dynamic brake on the car efiective, a sudden reduction in brake pipe pressure is initiated by operation of the vent valve device I36 associated with the brake valve device in response to operation of either a trip valve device 24, a conductors valve device 2 for release of pressure on handle I44 of the power controller device I5. This sudden reduction in pressure in the brake pipe 2 will cause the emergency valve device 38 on the car to operate as before described to supply fluid under pressure to passage 49 while the emergency contactor device 21 will operate immediately following or about the same time as the emergency valve device operates to connect wire I90 from the application magnet valve device 34 to the battery wire 9 whereby the magnet 80 of the application magnet valve device will be energized to open valve 82 and supply fluid to the straight air pipe 3 at the pressure provided by the feed valve 32 in passage 43. As the emergency contactor 21 operates as just described in response to the sudiii i6 den reduction in brake pipe pressure the dynamic' brake'on the car will-be rendered inefiec tive by disconnecting the lockout relay 29 from H the dynamic brake wire, the lookout magnet 14 will as a result become deenergized, and fluid at the pressure supplied by the application magnet valve device to passage 11 will then flow past the open valve I3 in the lockout magnet valve device 31 to passage 49 leading to the upper end of the double check valve device 42 whereby the brakes on the car will be applied either by fluid supplied by the emergency valve device 38 to passage 48 or by the fluid under pressure supplied to :passage 49 in the-manner above described. I

Under the condition being considered with the brake valve handle I I4 between running and full service positions and the dynamic brake on the car applied and a sudden reduction in'brake pipe pressure initiated by any means other than the brake valve device, it will be noted that the dynamic brake on the car is rendered ineffective and the p'neumatic'brakes on the car are applied either by 'fluid under'pressure supplied by the emergency valve device 38 or the application magnet valve device '34, said magnet valve device operating in this manner'independent of control by the master switch device IIG due to being disconnected from the application train wire 5 and connected to the local electric supply wire 9 on the car.

If a number of cars provided with the above 'de scribed equipment are connected in a train the handle II4 on all brake valve devices 20 in the train will be removed in the handle-oil position except at the front end of the leading car where the handle will be applied to the brake v'alve device. The brake pipe 2 and straight air pipe 3 will be connected between cars and thereby extend from end to end of the train as will also the application'wire 5, the release wire 6, 1, the dynamic brake wire 8 and the battery supply wire 9.

With a train of cars thus equipped and connected, if thebr'ake valve handle II4 is'moved toany position between running and full service positions, thedynamic brakes on all cars will be come effective simultaneously and the application magnets and release magnets 83 on all cars'of the train will operate simultaneously, whereby braking on all cars of the train either dynamically or through the medium of said magnets will occur simultaneously as will be clear from the above description of the operation of the brake equipment on 'a single car. If the brake valve handle '4 at the control station is moved to emergency position for effecting an emergency reduction in pressure in'the brake pipe 2 at the brake valve device the emergency valve device 38 on the first car will respond to such reduction and through the medium of the vent valve 69 therein, such reduction will be transmitted to theemergency valve device on the next car of the train, where by the emergency valve devices; on all cars will operate serially from the front of the train to the rear to supply fluid under pressure to passage 48 in the respective bracket 30. Substantially at the same time or immediately following operation of the emergency valve devices 38 the emergency contactor devices 21 will'also operate serially from car to' car through the train to disconnect the dynamic brake means on the car from the dynamic brake wire and to connect the application magnet 80 on each car to the current supply train wire 9, whereby the application magnets 8|! on the cars will serially operate immediately following the respective emergency valve "devices in order to supply fluid at the pressure in the reed' valve passage 43 to the straight air pipe 3 and to the upper end of the double check valve device 42 on each car, whereby the brakes on the cars will be serially applied from the front end of the train to the rear either by fluid under pressure supplied by the emergency valve devices 38 or by energization of the application magnets 80 on the cars, as above described.

Now let it be assumed that the operator's control handle H4 is in a position between running position and full service position in which the dynamic brakes on all cars are effective and the straight air pipe 3 extending through the train is supplied with fluid at a pressure corresponding to the position of said handle and that under this condition a sudden reduction in pressure in the brake pipe 2 is initiated by any means other than the brake valve device 20 at the control station, such as by operation of a conductors valve device 2|, operation of a trip device '24 or release of manual pressure on the safety control handle I43 of the power controller I 5 at the leading end of the train. In response to such reduction the emergency valve devices 38 throughout the train will serially operate as above described to supply fluid under pressure to the passage 48 in the bracket 30 on each car, and at substantially the same time the emergency contactors 21 will also operate serially from car to car through the train to disconnect the dynamic brake means on the cars from the dynamic brake wire 8 to thereby serially render the dynamic brakes on the cars ineflective. The serial operation of the emergency contactors 21 will also eifect serial energization of magnets 80 of the application magnet valve devices 34 on the cars at substantially the same time or immediately following operation. of the respective emergency valve devices 38 on the cars for thereby providing in the straight air pipe 3 throughout the train and in the respective passages 11 in brackets 30 fluid at the pressure provided by the feed valve devices 32 in the passages 43 in said brackets. Fluid thus provided in passage IT on each car will, with the dynamic brake on the car ineffective and the lockout magnet 14 hence deenergized, become effective in passage 49 and the brakes on the car will then be applied by fluid under pressure supplied to either passage 48 or to passage 49 as above described.

It is desired to point out that in the operation just described the emergency valve device 38 and the emergency contactor 21 on each car will respond substantially at the same time, or immediately one following the other, to the emergency reduction in pressure in the brake pipe 2, immediately followed by energization of the respective application magnet 80, and that, in a train, this occurs serially from car to car throughout the train from the point of initiating the emergency reduction in brake pipe pressure, whereby on all cars of the train the dynamic brakes are rendered inefiective before or at substantially the instant the pneumatic brakes begin to apply, which is very desirable since if both were effective at the same time slippage and damage of car wheels might occur particularly if a car were empty or lightly loaded.

It is not necessary that the application magnets 80 throughout the train be energized in order to efiect an application of brakes on the car under the condition just described since the brake application will be satisfactorily effected solely by operation of the emergency valve devices 38, but

it is necessary that magnets be energized with the emergency contactors 21 in the position which they assume in response to an emergency reduction in brake pipe pressure in order to eflect a release of brakes on the car if the compressor on that car is not operating.

For example, let it be assumed that the compressor on the first car is not operating to charge the main reservoir 22 thereon and that an emergency application of brakes throughout the train has been efiected either by operation of the brake valve handle H3 or by operation of any device, such as a conductor valve device 2|, with handle I I4 in a position between running and full service positions. Now let it be assumed that the brake valve handle l [4 is moved to full service position for opening the emergency application release valve I 3| to connect the feed valve pipe 3| on the first car, and which pipe is not connected between cars, to the brake pipe 2 extending through the train. Fluid under pressure in the main reservoir 22 on the first car, with the compressor not operating, may not be suflicient to increase the pressure in the feed valve pipe 3| and thence in the brake pipe 2 throughout the train to a degree for effecting movement of the parts of the emergency valve devices 38 to their release position. However, with the application magnets 80 throughout the train energized, with the brake valve handle H4 in full service position, connecting the feed valve passage 43 on each car to the straight air pipe 3, fluid under pressure from the main reservoir 22 on all cars to the rear of the first car will flow to and through the straight air pipe 3 to the first car and thence past the open application magnet valve 8| on the first car to the feed valve passage 43 and thence past the open emergency application release valve l3! in the brake Valve device to the brake pipe 2, whereby the pressure of fluid in the brake pipe throughout the train will be increased by fluid under pressure supplied by the compressors on the other cars. After the pressure of fluid in the brake pipe 2 has thus been built up to a degree suflicient to move the emergency valve devices 38 to their normal position, in which the emergency valve device 38 is shown in the drawing, the emergency valve devices on all cars will connect the feed valve passage 43 on each car to the brake pipe 2 on that car by way of cavity 60 in the main emergency slide valve 55 and choke 62 whereby the brake pipe pressure will be further increased by this local supply on each car as well as by way of the open valve l3l in the brake valve device 20. pressure is thus further increased to a degree suflicien-t to operate the emergency contactors 21 throughout the train the application magnet valve devices 34 on all cars will be connected to the application train wire 5 and thence to the master switch device H6 on the control brake valve 20, whereupon the brake valve device may Summary This invention consists of the structure including the emergency contactor 2! whereby upon an emergency reduction in pressure in brake pipe 2 the application magnet 80 is disconnected from the application train wire 5 and connected to a local source of electric current, such as in a When the brake pipe wire: 9:, Wherebyinatrain -cf cars therapplicae tibn' i-magnets iifl'on the cars will become energ-ized 'serially only aiong with the-serialoperationof thrileme'rgency valve device 38 and emergency service positions calling for the dynamic brakes to-be effective, thereby avoiding the possibility of sliding of the car wheels which might occur if the pneumatic brakes become effective before the dynamic brakes were rendered inefiective.

Having now described the invention what we claim as new and desire to secure by Letters Patent'is: l

.1. A vehicle brake apparatus comprising in combination electric braking means, electro pneumatic braking means, means including a first train wire for controlling said electric brain ing means, means including a second train wire for controlling said electro-pneumatic braking means, asource of'electric energy, and emergency means for simultaneously disconnecting both of said braking means from the respective train" wires and for connecting said electro-pneumatic braking means to said source of electric energy.

2. A vehicle -brake apparatus comprising in combination electric braking means, electropneumatic braking means, means including a first train Wire for controlling said electric braking means, means including a second train wire for controlling said electro-pneumatic braking means, a source of electric energy, a normally charged emergency train pipe, and means responsive' to a reduction in pressure in said train pipe to disconnect both of said braking means from the respective train wires and to connect said electrmpne'um'atic braking means to said source of electric energy.

-3. A vehicle brake apparatus comprising in upon energizaticn to effect braking of said vehicle, electric brake control means operative upon energization to efiect braking of said ve and said electric brake control means to the other and operative in response to a reduction in pressure in said pipe to disconnect said magnet and electric brake control means from said wires and to connect said magnet to said source of electric energy.

'4. A vehicle brake apparatus comprising in combination a first train wire, a second train wire, a normally charged emergency train pipe, electric braking means for braking said vehicle in response to supply of electrical energy to said first train wire, electro-pneu'matic braking means for braking said vehicle in response to supply of electrical energy to said second train wire, means controlled by said electric braking means to prevent braking of said vehicle by said electropneumatic braking means with the effectiveness 01?- said electric braking means above a chosen 50 combination an application magnet operative degree; an operator's control device for. supplying electric current to bcthof said Wires, a source of electric current, and emergency means adapted to operate in response to a reduction in pressure insaid pipe to disconnect both of said braking first train wire for supplying electric current to effect operation of said electric braking means, a straight air train pipe, pneumatic braking.

means adaptedto respond to fluid under'pressure' in said.- pipe if or 1 effecting an application oi brakes on said vehicle, an application magnet device" operativaupon energization of said magnet to supply 'iiuid under pressure to said straight air pipe, an application train wire adapted to be connected to said magnet forconveying, electric energy to said magnet to energize same, means responsive toefiectiveness of said electric braking means onlyabove a chosen degree for disconnects ing said pneumatic braking means from said straight air pipe, an operator's control --device comprising a handle havi-ng a service braking zone, means responsive to movement of said:

responsive to pressure of fluid in saidstra-ight-air pipe to cut oil supply of electric energy to said application train wire upon said applicationmag net device providing fluid insaid pipe at a pressure corresponding to the position of said-handle in-said zone, an emergency; train pipe, a source of electrical-energy, emergency means responsive to a reduction in pressure in said emergency train pipe to render saidelectr-ic braking means,

ineffective, :todisconnect said applicationmagnet from the respective train Wire, and to connect said application magnet to said source of electric:

energy and means for reducing the pressure-ct fluid in said emergency train pipe. e 6. In a vehicle brake apparatus, in combina-- tion, electric braking means for said vehicle, a first train wire for supplying electric current to eiiect operation of saidelectric braking means, a straight air train pipe, pneumatic braking means adapted to respond to fluid under pressure in saidpipe for effecting an application ofbrakes on said vehicle, an application magnet device operative upon energization of said magnet-to supply fluid under pressure to said straight air pipe, an application train wire adapted to be connected to said, magnet for conveying electric energy to said magnet to energize same, means responsive to effectiveness of said electric braking means only above a chosen-degree for disconnecting said pneumatic braking means "from said straight air pipe, an operators control device' comprising a handle having a service braking zone, means responsive to movement of said handle in. said zone to supply electric energy to said first train wire, and self-lapping means responsive to operationof said handle for supplying electric energy to said application train wire to energize said mag,-

net and comprising means responsive to pressure of fluid in said straight air pipe to cut off supply of electric energy to said application train wire upon said application magnet device providing fluid 'in-said pipe at a pressure corresponding to 2l the position of said handle in said zone, an emergency train pipe, a source of electrical energy, emergency means responsive to a reduction in pressure in said emergency train pipe to render said electric braking means inefiective, to disconnect said application magnet from the respective train wire, and to connect said application magnet to said source of electric energy, means operable by said handle in an emergency position thereof to efiect a reduction in pressure 7 of fluid in said emergency train pipe, and other means for also eiiecting a reduction in pressure in said train pipe.

'7. In a vehicle brake apparatus, in combination, electric braking means for said vehicle, a first train wire for supplying electric current to eifect operation of said electric braking means, a straight air train pipe, pneumatic braking means adapted to respond to fluid under pressure in said pipe for effecting an application of brakes on said vehicle, an application magnet device operative upon energization of said magnet to supply fluid under pressure to said straight air pipe, an application train Wire adapted to be connected to said magnet for conveying electric energy to said magnet to energize same, means responsive to effectiveness of said electric braking means only above a chosen degree for disconnecting said pneumatic braking means from said straight air pipe, an operators control device comprising a handle having a service braking zone, means responsive to movement of said handle in said zone to supply electric energy to said first train wire, and selflapping means responsive to operation of said handle for supplying electric energy to said application train wire to energize said magnet and comprising means responsive to pressure of fluid in said straight air pipe to out off supply of electric energy to said application train wire upon said application magnet device providing fluid in said pipe at a pressure corresponding to the position of said handle in said zone, an emergency train pipe, a source of electrical energy, emergency means responsive to a reduction in pressure in said emergency train pipe to render said electric braking means ineffective to disconnect said application magnet from the re-- spective train Wire, and to connect said application magnet to said source of electric energy, emergency valve means responsive to said reduction in pressure in said emergency train pipe to supply fluid under pressure for effecting an application of brakes, and means for effecting said reduction in pressure in said emergency train pipe.

8. In a vehicle brake apparatus in combination, a train brake pipe, emergency valve means operative upon charging said brake pipe to establish a fluid pressure charging communication to said brake pipe and operative in re- 22:. sponse to an emergency reduction in pressure in said brake pipe to close said communication and to supply fluid under pressure to effect an application of brakes on said vehicle, a straight air train pipe, means adapted to respond to pressure of fluid in said straight air pipe to also effect an application of brakes on said vehicle, an application magnet operative upon energization to effect supply of fluid under pressure to said straight air pipe and upon deenergization to cut off such supply, an application train Wire for conveying electric energy to said magnet, electro-dynamic brake means for braking said vehicle, a dynamic brake train Wire for conveying electric energy to said electro-dynamic brake means for rendering same effective, lockout means controlled by the effectiveness of said dynamic brake means to prevent operation of said straight air pipe pressure responsive means with the efifectiveness of said dynamic brake means above a chosen degree, an operators brake valve device comprising a control handle having one position for deenergizing said train wires, and having a service brake application zone for supplying electric energy to said dynamic brake train wire and comprising selflapping means controlled jointly by said handle and pressure of fluid in said straight pipe for supplying and cutting oft supply of electric current to said application train Wire to provide fluid in said straight air pipe at a pressure corresponding to the position of said handle in said zone, brake pipe charging means operable in one position of said handle in said zone to supply fluid under pressure to said brake pipe and in all other positions of said handle to cut off said supply, and an emergency contactor operable by pressure of fluid in said brake pipe to connect said application magnet and electrodynamic brake means to, respectively, said application train wire and dynamic brake wire and operable upon a reduction in pressure in said brake pipe to disconnect said application magnet and electro-dynamic brake means from respectively said application train wire and dynamic brake Wire and to supply electric energy to said magnet independent of said brake valve device, and means for effecting a reduction of pressure in said train brake pipe.

CLAUDE M. HINES. WALTER B. KIRK.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,038,174 Hewitt Apr. 21, 1936 2,068,340 Logan Apr. 21, 1936 

